WARNING! The following is more Dear Diary than contest report.
The 2009 NW Regionals actually started pretty early for me. From a purely selfish point of view there was a bit of disappointment coming out of the 2008 World Champs. Yes, David Fitzgerald won and that was fabulous news. Yes, the US team won. Very good news. Congratulations to all.
But going in I had been hearing all
sorts of good things about David's new airplane (right, Jim Corbett photo)
and the manner in which he was flying it. Going in I had personally witnessed
Paul Walker's new electric PA effort and it too was quite impressive. With
great anticipation I looked forward to hearing all about a shoot-out in
France.
It was not to be, PW's model first punching in during a practice session. While I did not actually see the model hit its own wake and come in on the lines I was third on the scene and it looked real bad. Didn't look all that bad to Paul who said he would have it fixed and flying the next day. And he did, amazingly enough. Alas, the next hit put an end to the model.
No big-time shoot-out in France between two of my favorite people, one using a big-banger PA 75 on pipe, the other the very latest in electrics.
Ah, but one of the most important contests of this year, Northwest Regionals 2009, would see a rematch. I was anticipating being in attendance--this time to not only see what might have been but to see it for myself.
Getting there was highly entertaining. It began in April during the Portland season opener. Like a total slacker I had not yet signed up with the AMA, paying my dues along with entry fees. As did two other contestants. I completely forgot about it, yet my AMA card had not arrived just days prior to really needing the thing.
There had been a problem. Richard and Barbara Entwhistle, unlike myself being totally responsible people, had been monitoring the AMA web site to see when the three memberships became official.
Didn't happen. Richard and Barbara exchanged e-mails with AMA. Nothing. They finally--get this!--put all three of the memberships on their own credit card, got documentation of this transaction, and supplied said documentation to NWR administrators!
Only when all was completely taken care of did they send an e-mail notifying me of the problems and a quite thorough resolution of the situation. In general, the folk good enough to stage contests are responsible individuals. But the actions of Richard and Barbara went well beyond mere responsibility and good service. Thanks, many thanks!
I probably shouldn't include this next bit, although it was in preparation for the NWR. It was a couple weeks prior, Paul had his new All American electric out for the first time, I had my new Impact (right) Howard had some issues with his new-for-2008 Impact.
Many of you will remember descriptions of
the flaps on Howard's model and I am not talking about just the balance
tabs which create so much interest but so little in the way of replication
on other people's models (which is just fine by Howard, incidentally). No,
I am focusing on the carbon-fiber leading edges of these flaps. Hand lay-up
on an aluminum mandrel. Probably the trickiest glue on the planet. CF cloth
oriented 45 degrees this-away and that-away. Mandrel melted away with acid.
Plugs precisely inserted to accept the hinges. Balsa structure (somehow,
and I know not how) attached to this rigid leading edge piece. It can be
assumed that with Howard doing the engineering it was not an easy task.
Effective, yes. Just not easy.
All this work came out of his shop looking as if the flaps had been molded instead of fabricated from many small parts. Impeccable, absolutely impeccable workmanship. And stiff! By far the stiffest set of flaps I have ever twisted when the owner of the model was over at the tree line taking a pee.
During a break in the flying Paul was asked to fly Howard's model; some trimming help was needed and who better to go to than the designer? The rounds went well but come time for the inside squares--well, there is no word better than "horrible" to describe the resulting maneuver. And I am not talking about just horrible for Paul. I cannot think of a single Advanced PA flier in the NW who could not easily eclipse Paul's first attempt at a set of inside squares. It was so bad he came back around for another try. With approximately equal results.
With that beautiful Impact back on the ground, Paul strode out of the circle with the news, roughly quoted here: "The flaps are too stiff. They are pushing the nose of the model down and the elevators just can't overcome the force. Rounds are not bad, but in squares, the elevators fighting the flaps, there is no way I can fly a decent maneuver."
I almost lost both ear drums holding back the laughter. There would be no bearing having Howard hear me chortle, giggle, laugh and snort, at least not at that particular moment in time. Even though it was hilariously funny, albeit in a snide and evil sort of way.
"What do you suggest," Howard asked.
PW's response was, "Go up on the elevator. About a tenth."
While not verbalized, I could almost hear Howard thinking, "A tenth? Of an inch?!"
With Howard taking the tail off his model and putting in what I strongly suspect was but half the suggested increase in elevator travel--he soon dug back into it for more--the mood was a lot lighter. I told Paul, "Ya know, the only way your delivery of 'the flaps are too stiff' verdict could possibly have been any funnier was if Al Rabe had been standing alongside Howard."
All in all, however, it was a most positive experience. The more elevator Howard dialed in the better he liked it, the more he flew the better he liked it.
It was also about this time that I told Paul my plans included flying the coming Monday and Tuesday, that if he wanted more than the usual two-flights-per time in the circle I was more than willing to stand down. His response was along the lines of after having a mere five flights on the new All American he was pretty much ready for the NWR. Indeed, W/Cs 2008 Redux. Shoot-out just around the corner!
Off to Eugene, Oregon. In addition to above considerations Derek Moran was headed north; we have become quite close yet don't get to see near enough of each other. I had promised him flights on both the Wimpact and my new Impact, each models in which he played a significant role (the latter is fitted with a Moran-produced BrettCrank, for example). Long-time friends Rick and Ricky Cochrun were going to the NWR for their first time, although our plans were different in that I was to leave around 5:00 am Friday morning; they were planning on heading out at 8:00 am.
So it was that I found myself on I-5 just south of Olympia, Washington, out of city traffic, hitting a nice and long straight stretch. I was on schedule, clear weather, light traffic, time to put the hammer down, pour a fresh cup of coffee, slip another AC/DC CD into the player.
Hmmm, what's that up ahead? One of those ubiquitous mini-vans off to the side of the road. Someone was beavering away at the right rear wheel, contents of the van were strewn behind it, there were what appeared to be soccer cones set out as a warning; they were not only inadequate, they looked nothing less than pitiful skittering around on the ground, blown to and fro so easily.
As I drifted left to give the unlucky souls some room I looked in the back of the open hatch. What?! That looks like one of my old airplanes, Smoothie On Steroids!! And those are my flying cones! I saw "Dirt" written on one of them!!
That's Rick and Ricky! Going by last conversation with Rick they shouldn't be within 60 miles!
I pulled over. Just a few minutes earlier they had blown a tire. And they needed some help. More help than one would have thought necessary as it turned out.
The lug nuts would not budge, at least not with the O.E.M. wrench. The nuts had been installed with an air wrench set on Full Kill, they had been on a long time and were rusted to the studs. Now notice, please, they have a van. I was driving the Hated Honda and it was packed tight. Real tight. Still, "No problem; I've got the stock lug wrench and a four-way."
I handed this pretty serious lug wrench to Rick, he took a whiff at one nut, couldn't break it loose, without a word passed the thing to Ricky. Who promptly got down on the ground, strained mightily, eased up, strained mightily, eventually breaking one nut loose. But when he stood up it looked as if he was going to hurl Technicolor from the effort. Which he did about an hour later, although not from physical exertion; my young(er) friend was suffering from stomach issues that morning, he just wasn't complaining about it.
So the wrench was passed along to me. Sigh. The oldest guy in the group, it wasn't even my flat tire. Maybe I should have pinned it and sailed on by instead of lifting and pulling over.
I want full credit, however. Those lug nuts were well and truly in place. It took nearly everything I had to bust each loose, all the while dreading the last one as being the toughest. It wasn't, but it was with a great sense of relief that I sat back on my heels, each nut about one turn loose.
Then trouble with the O.E.M. jack. It would scissor up just fine, at least it would until hitting some resistance. You know, like actually lifting the vehicle enough to remove the shredded tire.
Now notice, please, they have a van. I was driving the Hated Honda and it was packed tight. Real tight. Still, "No problem; I've got the stock jack and I've got a hydraulic jack."
In the Cochrun family there appears to be an attitude of, "It's your tool, show me how it works." So pretty soon I'm the one under their van trying to find a decent jacking point, which in this case was not even decent, being an element of the trailer hitch. Rick backed me up with the scissor jack. Which seemed to work just fine in this application, one which did not require the actual jacking of weight.
The space-saver spare was saving slightly more space than is usual in that it was flat. This time I could not help, but they both are dirtbike riders and so there was a hand-jive pump in the van. It only delivered but about half the pressure required (60 psi) but it did appear as if we could at least get off the freeway and to a gas station.
Which we did, exiting to Littlerock, which is about three miles from the freeway. "Little" is an apt description: A single gas station, what appears to be a collision repair shop and not much else. There was a box on the side of the station which offered air and water. It featured a hand-written note: "Out of order."
Not good. Those space-savers are a last-gasp deal to begin with and this one was so low on air that fresh wear marks ran halfway up the sidewall. Off to another station a few miles down the road. Where they did indeed have a working air compressor, thank you very much.
Back on I-5, running at a reduced rate of speed, we pulled off in Centralia. Or Chehalis, it's so hard to know when one is simply looking for a good tire store. And we found one, a Les Schwaub outlet, this NW chain being legendary for truly excellent service. Sure enough, we weren't but just barely parked when a young man was out of the service bay and at our vehicles.
Rick told him a new tire was needed. The response was along the lines of, "All-wheel drive. You don't need one new tire. You need four." Oh, man! Bummer...
Rick didn't much like that prospect but decided to tap the credit card and I split, headed for the traditional Don McClave/PW/Dirt Friday practice session. For which I was a couple hours late, Don and Paul just pulling out as I arrived. Another bummer...
No problem, I had been in touch with Derek, he was at the flying site. We had nearly all of Friday afternoon to practice and get Derek some quality time on my two models as well.
Excuse me? Derek put up a pretty shaky flight on his Skyray 20 with the excellent O.S. 20FP with Brett Buck Tune-Up. "I haven't actually flown since last October," he said. Uh-huh. There was no more talk of rides on my stuff, at least not that day there weren't. I'll do most anything for someone like Derek, but my interests do come first don'chaknow...
A special rate had been arranged at the Marriott by contest organizers and it was thought to be a real good deal. I didn't make reservations until less than a week prior to the contest so we couldn't get ground-floor rooms, but things were still very nice. Plus there is a Jack In the Box a couple hundred feet away, an Outback restaurant just as close. We frequented both.
I had forgotten an advantage to a small-town/good-sized college combination: Really good service when it comes time for grits or just checking into a motel. While I have no qualms about fast-food and/or restaurant service in general, in Eugene there are all these college kids working food service jobs and my experience was that they are good, really good at what they do. It almost makes those truly annoying anarchists coming out of Eugene to trash Seattle during a WTO conference bearable. Almost...
Saturday morning the weather looked very promising and the promise was kept. Quite good flying conditions. And some quite good flying, most notably Norm Whittle in Expert Profile Stunt. Okay, he was flying Gordan Delaney's Twin Pathfinder, which is easily as good as Norm's flying, plus the model has the added gravitas of being a twin-engine unit.
During Norm's first-round flight Bruce Hunt, Pat Johnston and I were watching, all three of us pretty much seeing the hand writing on the wall when it came to final results. Oh, dread. Toward the end of the flight Pat said, "That sounds so cool. Sometimes it's as if there is only one engine running." One lap later an engine quit dead, short of a full pattern. "You mean like right now?" I asked Pat.
You won't never see Mr. Whittle make the same mistake twice in one day. He came back in the second round to well and truly burn Pat and myself in this class. Congratulations to both Gordy and Norm.
Speaking of congratulations, Dave Gardner and Rich Walbridge were our judges for both Sportsman and Expert Profile Stunt. Whoa! Good judging! First round I got exactly the score I felt my flying deserved. It's always soooo nice when that happens. And in reviewing my score sheets I told Bruce it looked as if Dave and Rich were talking to each other. They were not, but when a judge--Rich in this case--tracks right along with a judge the likes of one Dave Gardner, he clearly knows his stuff. While scores are not to be much of a factor in this story, my 500.5 came as a result of a 500 from Rich, a 501 from Dave.
Alas, in the second round I did not fly as well as in the first round. And wouldn't you know it, both Rich and Dave noticed. The scores still reflected how I felt about the flight, so all was well. My thanks and congratulations to you both.
We experienced what has become a tradition in that a young reporter and an equally young reporterette came by, although I did not hear whether they were from a local newspaper or still in school taking journalism classes. As usual there were issues with the lines. At one point I proposed the headline, "Cub Reporter Found Dead at Eugene Airport." The sub-headline, or whatever they call it in the news business would be, "Man Appears to Have Been Strangled With Small-diameter Wire."
Keith Varley was heard going to great lengths in explaining to the reporterette that our toy airplanes are not toys. Keith did make some valid points, although I tend to disagree. A few moments later the young woman wanted my name (and phone number--Not!), apparently having taken some pictures which would require a caption. I told her that while it's mostly a self-deprecating comment, many of us do in fact refer to our models as toys. I also told her to watch out for Keith. "Don't let him sneak up behind you and don't show him any cleavage." She laughed but I also noticed she was off to other events in pretty short order.
They did get the elements to a good story. David took time for an in-depth interview and he was overheard describing what I believe were all of the events being staged that weekend. Hard to imagine a better ambassador for our hobby.
Derek came back from Friday's dismal
display of minimal competence with a truly effective package indeed to win
in Sportsman Profile Stunt with his Skyray 20 (right), which is quite
likely the only such model on the planet which features custom-made CF landing
gear. At least he won out over yet another beautifully turned out twin-engine
model even if I was unable to do so.
Derek was promptly taken off double-secret probation.
Which left us with a good bit of time before dinner looking at a vacant practice circle--closely mown grass--and a couple of my models begging for some use. First up was the Wimpact and I told Derek that were he to adapt to this quick-turning model it just might put his Skyray in serious jeopardy the next day: While doing the wait, wait for it routine with the Skyray, if waiting for the point where the Wimpact needing turning at the second corner of the reverse wingover his Skyray would soon be a lawn dart.
It didn't take long to make a believer out of him. If any of you have questions concerning the viability or effectiveness of reducing a current PA model to a size more suited to a small-bore motor and converting it to a Pukey Profile configuration I am quite sure Derek can now give you a pretty good answer.
While we had a good time with the smaller model my still-fresh Impact awaited. I had absolutely no problem with Derek flying it, even though there were some raised eyebrows and mild comments as to my state of mind at the moment. I had already flown it a couple times that afternoon and while the tank was just a little bit low and (apparently) I had removed a bit too much tip weight, leading to the model getting light on the lines in outside maneuvers, by and large it was okay.
He was fine with it. The Wimpact had prepared him for the turn rate and the timing--within a couple flights he was looking a lot more than merely comfortable. At one point Derek commented, "Ya know, with maybe six more flights I think I'd be right there!" I responded with, "Yep, that's one of the reasons I wanted you to fly it. Now quit building stuff for me and others; get on with building your own Impact!"
In thinking about Derek's very quick acclimation to both models, each seemingly drastically different from his Skyray/20FP combination, I decided the three models actually have more in common than one would otherwise think might be the case. The most salient of these would be the constant-speed characteristics of each. The Wimpact is fitted with a 25FP breathing into what I call a Randy Pipe and I can assure you the tune is very close although the pipe may be just a touch long. The Impact utilizes a RO-Jett 61 fitted with a pipe from Richard and while there is further tuning opportunity here, it is quite good.
And as Brett and I have been telling y'all for years now the E-2030 muffler--currently the stock piece for the 25LA--when fitted to a box-stock ABN 20FP functions as a pipe. Even if that statement is hard for you to accept there simply is no debate as to the in-air results: the 20FP w/BB T-U does indeed run (very nearly) exactly like one would expect from a well-tuned and piped motor.
I mean, am I the only one to notice that when the reigning world champion was casting about for a motor to bolt on young son Eric's ARF Flite Streak an O.S. 20FP w/BB T-U was the only option in which he was interested?!
So Derek did not have to adapt nearly as much as if his Skyray had been fitted with, for example, even the world's best Fox 35.
All of this aside it was superbly satisfying to me in seeing Derek quickly and with confidence driving both the Wimpact and the Impact hard into the last corners of squares, the last corner of the triangle, even the finish to the hourglass.
In cleaning up for dinner Rick and Ricky were both adamant that I spray on some sort of skin freshener. Well, I had been out in full sun all day--sounded good. So I closed my eyes and sprayed this stuff all over my face, neck and bald head, rubbing it in. Ricky said, "Cool. Now you smell like a male stripper." The three of us were sharing a room in order to save money. Next year I hope to be able to afford my own room, possibly even in a different motel from where my supposed friends will be staying...
Dinner at the Outback was good, although we overflowed into more than two or three tables shoved together. At least when one orders a rare steak it does indeed come rare. I was quite pleased. Service was excellent, see above comments. The hired help was also quite attractive, see above comments. Didn't appear to be one anarchist amongst them.
While I simply cannot bring myself to mention his name--Bruce Perry--at the close of dinner, in discussing my Impact and Derek having flown it I mentioned it had been a little light on the lines on outsides. The tank needed to go up 1/32" and half a gram of tip weight added. Loud guffaws, a "Yeah, right" or two tossed in between derision which was focused on the half-gram comment.
And yet the next morning that's exactly what I did, in addition to pulling in just a little more down with a next-size (1/16" increments) line clip. Made with a Moran-designed tool, I might add. My best trim settings to date even if there is more work ahead in this department.
Between rounds I took to a grass practice circle for a flight. Derek was free at the time; what with the usual rush and picking up at the end of contests I suggested that this might be our last shot at getting him some more flight time on the model. Plus the trim had been significantly improved from the previous day. And, and, and, it turned out that he had shared with his wife Wendy the deafening silence on Friday when it came to mention of us both flying my equipment!
Derek came in from his last flight rubbing his wrist; the Impact had puhlenty of line tension (a half gram, Bruce, a half gram!), this aspect of trim having been whiffed at and then put on the back burner. The next day, with Derek driving home, I called and left instructions for him to tell Wendy that he had flown my stuff until his right wrist hurt!
Speaking of weight and trim, an idea I had put forth (on the SSW site) earlier in the week, that of referring to SIG 7-gram lead weights as "sparkies," gained a lot of traction during this contest. My Impact was carrying some sparkies in order to bring it up to fighting weight, Brett is known to be packing sparkies along for the ride, just to cite two examples. It's quite likely the Smoothie On Steroids could use some sparkies; I mean, the thing must be over 800 squares and even with a Saito 56--the model was originally built for an ST51--it went across the scales at a mere 62 ounces.
Sunday morning. Another promise of good weather. Another delivery of same, the only downside of consequence being a goodly shifting of breezes in the morning. I flew just past the midpoint of a full field of 19 in Expert PA and in flying to the judges gritted it out through a couple upwind maneuvers, after which there was a reversal of fortune.
This was much more of a factor during early first-round flights. Jim Rhoades was first up and began his flight with the judges to the north and they had to move several times. For the very next flight Howard had the judges 180 degrees out from their initial positioning for Jim's flight and the breeze was still shifting around. Howard's first-round score was thus considerably short of his full potential and I chalked it up to the air in which he flew. With the scores of those flying later escalating in a most impressive manner, as Howard and I passed in the pit area he said, "Tough crowd." Indeed...
While I don't have details on each flight of each round, there was that shoot-out factor going on and I noticed that in the first round Paul put up a very high-scoring flight, David not so much. Good, real good score. But still shy of what was needed.
This lead to one of the most pleasing sights of the whole contest. Clearly, CL Precision Aerobatics is one of David's passions. Just as clearly family is also one of his passions. There we were at a Big Contest, a very influential contest. David was a bit off the pace. There were at least two grass circles on which he could practice; there were times when an asphalt circle was readily available. Surely he had with him props and fuel with which to fiddle, plus the many trim adjustments he could make in adapting to the conditions.
So what did I see when looking to the east side of the field? David and son Eric were on the grass, alongside the fence line. Playing catch. Both had actual baseball mitts, so some minimal planning had taken place prior to leaving home.
Ya gotta love it...
And some credit is also due the organizing club, the Eugene Prop Spinners, in that the ambiance of this contest is such that a father and son playing catch is looked at as being pretty normal even though the level of competition is very high. Again, ya gotta love it...
Maybe relaxing with Eric helped David. When all was said and done it came down to a 1-point margin, David over Paul, Brett a very strong third. It was great, a truly inspired shoot-out! All parties were most gracious, no matter their final placing. David was especially gracious in noting that Paul's model is still pretty new, there likely being more performance on the way.
Judging was handled by Don McClave and Mike Conner; I think it's quite hard to find better judges. For example, while Don is well known for his coaching and trim-analysis abilities, this is also the case with Mike in his local area, it's just that his area--Vancouver, British Columbia--has fewer fliers and is remote to many US contests. I know that every time the chance presents itself I ask Mike for outside-the-circle observations and he has never left anything on the table.
Speaking of officials, and while the obvious cannot be ignored, I am pleased to report that in his second year of being the CL Stunt Director for the NWR, Scott Riese pretty much had everything handled in a professional manner. Plus I even saw him doing some judging. The scales and mandatory weigh-in were even not much hassle, plus the scales--judging by my models--were accurate to within about 1/4 ounce. The only possible (slightly) negative comment would be that I personally much prefer seeing the second-round flying order drawn at random instead of simply reversing the order of the first round.
Still, while the NWR features all disciplines of CL competition, CL Stunt in many forms dominates this contest, going on for three days beginning with OTS on Friday. Being event director for this crowd is a lot like herding cats, requiring serious effort in seeing all events staged to the satisfaction of each entrant. Scott did that and he did it to a high standard.
Scott was backed up by Barbara Entwhistle; while her primary task was tabulation and the posting of scores--handled in a very efficient manner indeed--Barbara was right there to help wherever and whenever it was needed. Richard very clearly "married up."
It would be sheer neglect on my part to not thank the entire crew--very ably lead by Mr. John Thompson--for one of the best NW Regionals I have participated in and I have been to a few. Excellent organization, excellent site, superb site preparation, this contest is always a highlight of the year, 2009 being no exception to the rule.
Back to the more mundane, about a month ago the Hated Honda came up lame with the muffler threatening to just fall off. Rather than see this happen I got under the car, tugging and pulling until the muffler came free, tossing the useless piece into our recycling bin.
I have not replaced the muffler. While the exhaust note is not pleasing, being rather flatulent in nature, it appears as if the uncorked four-banger picked up a couple miles per gallon. This with 240K on the odometer. I'm thinking of stripping stuff out of it just to reduce the weight for even more mileage. You know, things like redundant lug wrenches and hydraulic jacks.
The HH delivered exactly 42 mpg during the 350-mile trip to Eugene. I still hate it. Just not so much.
-- Dan
This page was updated May 29, 2009